Coming soon to 3G TL from ATLP
07-12-2012, 06:41 PM
#441
Go Pats!
I just hope this new Jpipe lean toward more of torque since TL's have no low end torque at all. In city driving the car feels like a tank at low RPM's and no i'm not pushing it more than 3k gas is expensive 
07-13-2012, 10:38 AM
#443
Go Pats!
09-17-2012, 09:50 AM
#456
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^^^ why the red text 
its been more than a year....
Marcus...wake up bruh !!!
its been more than a year....Marcus...wake up bruh !!!
09-20-2012, 09:28 AM
#458
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the thread title should have been "coming later from ATLP" 
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abrieluno (09-21-2012)
09-21-2012, 11:39 AM
#460
All motor
So when is the right time?
09-25-2012, 08:51 AM
#462
Thanks up for the update, but can we get an estimate of how long it's gonna take to get the dyno result, or at least a guesstimate of when you guys might release this monster?
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Sonnick (10-03-2012)
10-03-2012, 11:55 AM
#465
All motor
^ Good to hear. One Jpipe may be better than another for a car with the PCDs and vice versa. It's impossible to get it perfect both all setups.
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MrHeeltoe (10-03-2012)
10-23-2012, 10:13 AM
#470
Just got back from the dyno yesterday...sort of interesting results...maybe not what you all want to hear though:
Link for full article and charts:
http://www.heeltoeauto.com/blogs/j-p...6-vs-xlr8.html
Link for full article and charts:
http://www.heeltoeauto.com/blogs/j-p...6-vs-xlr8.html
Originally Posted by mrheeltoe
We just got back from Church Auto Testing, where we did another round of J-Pipe shootouts yesterday. Some may recall the last shootout we did involved only the RV6 V3 and ATLP V2 designs, and that the ATLP while showing favorable performance above 4000 RPM, gave up some torque to RV6 in the lower RPMs. The car tested was a Base model TL with a 3.2L engine and a manual trans.
Of course, we were also testing prototype revisions of the new ATLP V2R pipe which has been in the works.
Eager to get more data and urged on my the ever-anticipating Acurazine community, coupled with an relatively extraordinary dyno report on the XLR8 V2 pipe, we finally made our way back. The parts we brought with us this time were an ATLP V2 pipe with optional Race pipe cat delete, an RV6 V3 J-pipe, and an XLR8 V2 J-pipe (both of the latter with integrated cat-deletes as part of the design). We also had the latest revision of the V2R pipe. The car this time is a larger displacement TL Type-S with a 3.5L engine and manual transmission. As before, this car retained it’s standard primary converters but was equipped with an ATLP exhaust cat-back.
What we learned yesterday was both startling and a little depressing. What we learned was there are more variables involved in testing parts for the TL than we imagined before. Unfortunatly, we got caught up chasing numbers that led us in circles.
The main goal of this test was not to see which pipes gain more power over stock, since we do know that all the pipes gain power. The main idea where was to see how the pipes compare to eachother. We know that dyno testing is really a game of relativity, and therefore bragging about specific numbers really is somewhat of a losing point. However when comparing parts to eachother, a dyno can be revealing as to what changes in parts make to the performance of the engine.
Of course, we were also testing prototype revisions of the new ATLP V2R pipe which has been in the works.
Eager to get more data and urged on my the ever-anticipating Acurazine community, coupled with an relatively extraordinary dyno report on the XLR8 V2 pipe, we finally made our way back. The parts we brought with us this time were an ATLP V2 pipe with optional Race pipe cat delete, an RV6 V3 J-pipe, and an XLR8 V2 J-pipe (both of the latter with integrated cat-deletes as part of the design). We also had the latest revision of the V2R pipe. The car this time is a larger displacement TL Type-S with a 3.5L engine and manual transmission. As before, this car retained it’s standard primary converters but was equipped with an ATLP exhaust cat-back.
What we learned yesterday was both startling and a little depressing. What we learned was there are more variables involved in testing parts for the TL than we imagined before. Unfortunatly, we got caught up chasing numbers that led us in circles.
The main goal of this test was not to see which pipes gain more power over stock, since we do know that all the pipes gain power. The main idea where was to see how the pipes compare to eachother. We know that dyno testing is really a game of relativity, and therefore bragging about specific numbers really is somewhat of a losing point. However when comparing parts to eachother, a dyno can be revealing as to what changes in parts make to the performance of the engine.
10-23-2012, 10:19 AM
#471
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My brain hurts.
10-23-2012, 10:47 AM
#472
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well i said it couple pages back...the XLR8 will shine as the primaries are the perfect length....the RichieV6 primaries are very long and the ATLP is very short....
the only way the next jpipe will beat the XLR8 is if the 2.25" primaries merge into a 3" collector as compared to a 2.5" collector....this will def gain more top end....
the only way the next jpipe will beat the XLR8 is if the 2.25" primaries merge into a 3" collector as compared to a 2.5" collector....this will def gain more top end....
10-23-2012, 12:29 PM
#473
Except you skipped over the whole part about the ATLP making the same low end and more top end than the XLR8.
Originally Posted by mrheeltoe
At the end of the day, still somewhat curious as to why the ATLP performed so much less than the others, we put it on the car and did another run with it juuust to see if the lackluster performance was a fluke or not. Actually, we did five runs with it and got the same thing every time. The solid red line is the ATLP dominating the other two at the end of the day (the XLR8 line is dashed in this chart rather than solid). The ATLP pipe suddenly jumped a whopping 10+ ft-lbs right around 3600 RPM, and for there on up it literally leapfrogged the competitors.
Last edited by MrHeeltoe; 10-23-2012 at 12:41 PM.
10-23-2012, 12:48 PM
#474
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^^^ Marcus...am not bashing ATLP...am just stating that a 3" collector will do a lot....
props to you for comparing the 3 products out there....any video this time around like last time?
props to you for comparing the 3 products out there....any video this time around like last time?
10-23-2012, 01:01 PM
#476
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Marcus, you of all should know as the exhaust pulses go further down in the exhaust they slow down....a lot of people have inserted a 2.5" tubing in the middle of the 3" exhaust just to "push" the pulses out....others wrap the exhaust to keep the heat inside and make the pulses exit quicker....keeping a high velocity is the main point....
yes a 3" catback will gain you "more" and thats where the community is headed....I know RV6 is offering a 3" merge collector in the jpipe and exhaust for some extra $$$ and I was subtly hinting to "keep up with the trend"
make a jpipe with a 2.5" exit and the merge right at the exit and a test pipe which is a venturi from a 2.5" to a 3"...this will give people the option of a 2.5" exhaust or a 3" exhaust
yes a 3" catback will gain you "more" and thats where the community is headed....I know RV6 is offering a 3" merge collector in the jpipe and exhaust for some extra $$$ and I was subtly hinting to "keep up with the trend"
make a jpipe with a 2.5" exit and the merge right at the exit and a test pipe which is a venturi from a 2.5" to a 3"...this will give people the option of a 2.5" exhaust or a 3" exhaust
10-23-2012, 02:04 PM
#477
Ok all great comments but getting ahead of the game. Literally, we won't know what power anything makes until we tune. So far I am close to $3000 in on this project with very little to show other than without tuning, dyno testing parts on a TL is pointless.
10-23-2012, 02:08 PM
#478
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^^^ I have a JnR ECU sitting with me....with the harness which fits 2004-2005 TL AT/MT....
i can let you borrow....send me a PM to discuss....lets make this "war" happen LOL
i can let you borrow....send me a PM to discuss....lets make this "war" happen LOL
10-23-2012, 03:40 PM
#480
All motor
^ Do tell.
Great comparison. Of course with more time (and money), I'm sure you would've tested the other pipes again. Still not a 'conclusive' comparison, but still a great test.
Marcus, I did a test to compare the OBX catback and 3" exhaust. While it's not perfect, here is what happened. Prevously I had CAI/PCDs/RV6 V1 Jpipe/OBX catback/Ported intake manifold. Only changes were UR pulley, custom Jpipe, venturi merge collector (2.5" to 3"), and a 3" catback. I gained 15whp/20wtq with dyno proof. While there are more variables than just the catback, I can guarantee a 3" catback will make power over a 2.5". With that said, great job on the test.
Great comparison. Of course with more time (and money), I'm sure you would've tested the other pipes again. Still not a 'conclusive' comparison, but still a great test.
Marcus, I did a test to compare the OBX catback and 3" exhaust. While it's not perfect, here is what happened. Prevously I had CAI/PCDs/RV6 V1 Jpipe/OBX catback/Ported intake manifold. Only changes were UR pulley, custom Jpipe, venturi merge collector (2.5" to 3"), and a 3" catback. I gained 15whp/20wtq with dyno proof. While there are more variables than just the catback, I can guarantee a 3" catback will make power over a 2.5". With that said, great job on the test.